Mile, speed, curve, and danger indicator.



M. J. KLEIN.

MILE, SPEED, CURVE, AND DANGER INDICATOR.

APPLIOATION FILED DEG.15, 1908. RENEWED MAY 31, 1913.

Patented June 23, 1914.

5 SHEETS-SHEET l.

M. J. KLEIN. MILE, SPEED, CURVE, AND DANGER INDICATOR.

APPLICATION FILED DEC. 15, 1908, 1,1 01,079.,

RENEWED MAY 31. 1913.

Patented June 23, 1914.

5 SHEETS-SHEET 2.

M. J. KLEIN.

SPEED, CURVE, AND DANGER INDICATOR.

LI T 0N FILED DEG.15,1908v RENEWED MAY 3 Pa 1, 1913. tented June 23, 1914.

- 5 SHEETS-SHEET 3.

qvil m cosco M. J. KLEIN.

MILE, SPEED, CURVE, AND DANGER INDICATOR.

APPLICATION FILED DEC.15, 1908. RENEWED MAY 31, 1913.

1,101,079. Patented June 23, 19141.

5 SHEETSSHEET 4.

M. J. KLEIN.

MILE, SPEED, CURVE, AND DANGER INDICATOR.

APPLIOATION FILED DEO.15, 1908. RENEWED MAY 31, 1913.

Patented June 23, 1914.

5 SHEETS SHEET 5v Lmwm I the power of the driving wheelsproperly UNITED sTA'rEs PA ENT oFFIoE.

MATHIAS J -KLEIN, OF NEW YORK, N. Y., ASSIGNOR OF SIXTY ONE-HUNDREDTHSTO HUGO ZB; ROELKER, OF NEW YORK, N;

MILE, 'srnnn, CURVE, AND DANGER INDICATOR.

Specification of Letters Patent.

Patented June 23, 1914.

Application filed Decenrber 15, 1908, Serial No. 467,610. Renewed May 31, 1913. Serial No. 771,113.

To all whom it may concern Be it known that I, MATHIAS J. KLEIN,

a citizen of the United States, residing in three or more road-wheels, its object being first to indicate the distance which the vehicle has traveled within a given time, sec-' 0nd, to indicate at any movement thespeed of the vehicle correctly whether movlng in a straight line or in a curve to the right or to the left-hand side; third, to indicate at anymoment the radius of the curve in which the non-skidding vehicle is moving; fourth, to indicate the critical speed of the vehicle when moving in a curve or circle; fifth, to indicate the dangerspeed o'fthe turning vehicle; sixth, to indicate two additional speeds below this critical speed, for instance, such as the middle speed and the low speed, for enabling the vehicle-driver to reduce when the vehicle is moved in curves at high relative speed, thereby preventing loss of powerand injury to the tires of the driving wheels so as to increase the life of the latter, and lastly, to enable the vehicle driver to make the highest possible average speed for an automobile or other vehiclev run within a given time or on a course of certain length Without loss of power or injury to the tires or subjecting the vehicle to the danger of being turned over.

In the description of the invention, the motor-vehicle (having, three or more roadwheels) has a power differential gear which divides the motor-power equally between the two driving wheels, and the center of gravity of the normally-loaded vehicle is at an equal distance from the side-wheels of the vehicle. Further the point on the axle of the two steering wheels, midway between them, (or in a vehicle with a mlddle road steering wheel, the center of the latter) is called the steering center of the veh cle. The speed-indicator ofthe apparatus gives the speed of the steering center of the vehide, and the mile-indicator gives the distance traveledby the steering-center whether the vehicle is moving in a straight, line or in curves; the radius of the curve 'or circle described by the steering center of a turning and non-skiddingvehicle, is called the steering radius of the latter, shown by the so-called curve and danger indicator In a turning and at the same time skidding vehicle, the radius of the curvedescribed by the steering center," is larger than the corresponding steering radius. It is further noted that when the vehicle is turning on level ground in a curve of a fixed --steering,

radius (by placing the steering lever or Wheel,

in a fixed position), and no skidding takes place, and when there is no up and down motion of the vehicle-body on its springs, that the'center of gravity of the loaded vehicle has its normal position", and when there is no wind-power acting on one side of the vehicle, in such a case the vehicle turns under normal conditions; but when one or more of said conditionsare is said that the vehicle turns under nonnormal conditions.

' When a motor-vehicle moves straight on level ground, the two driving wheels press on the ground said vehicle turns under normal conditions in a fixed curve (the latter having a certain steering radius) with a low degree of speed, the driving wheel on the inner side of said curve presses with somewhat less power'on the ground than the driving wheel on the outer side of the curve, on account of the centrifugal force acting horizontally on thevehicle; when the vehicle-speed is then graddriving power on the driving wheels, said centrifugal force increases also and the inside driving wheel will press with still less power on the ground, and at a certain venot present, it

ually increased by putting the maximum hicle-speed, called subsequently the lowspeed of the vehicle, said inside driving wheel commences to slip on the ground (the coefficient of friction between rubber-tires and ground having its average value), and

may thereby increase considerably its speed of rotation over the speed of rotation of the other driving wheel on the outside of the curve; this means not only loss of power ,but a more or less quick destruction of the slipping rubber-tire, especially when the road is rough and stony; when said low speed is reached by the vehicle-speed, the

said maximum driving power being reduced to its half value, then there will be no slipping of the inside driving wheel, but when the vehicle speed is further increased over low speed and a certain higher speed, the socalled tmiddle speed of the vehicle is reached, said inside driving wheel will again commence to slip on the ground; the driving power of the vehicle being now reduced to zero, and the vehicle speed further increased (in. the said fixed curve), until the whole vehicle weight (load included) rests on the outside side-wheels oi the vehicle (the side-wheels on the inside curve touching only the ground without pressing on it), then. the so-called critical speed of thevehicle is reached for said fixed curve having a certain steering radius with the vehicle still turning under normal conditions; when the vehicle speed is a little increased over critical speed, the vehicle will be turned over as is easily seen; while on account of the usual skidding oi the vehicle which increases the steering radius of the .turning vehicle and decreases the centrifugal force, the vehicle will, as a rule, not turn over until a more or less higher speed than critical speed is reached, said higher speed being called the turn over speed of the vehicle.

normal conditions, said turn-over speed is equal to critical speed, but turning under non-normal conditions, the turn-over speed may sometimes be considerably higher than the critical speed for a fixed steering radius; the low speed, middle speed and critical speed for a certain steering radius are shown by the indicator-arrangement, but turn-over speed is not shown, as 1t is very variable. The middle speed and low speed are approximately in certain proportion to the corresponding critical speed; the latter increases, when the steering radius increases for a certain vehicle turning in a curve. Differently constructed vehicles may have the same, but as a rule have not the same critical speed for the same steering radius.

The index'hand of the so-called curve and danger-indicator is connected with the steering arrangement of the vehicle, and indicates, steering radius, critical speed, middle speed and low speed of the turning vehicle; the vehicle-speed is shown by the in dex-hand of thespeed-indicat'or, and when said vehicle speed reaches the critical speed (shown by the index-hand of the curve and danger indicator), then said vehicle-speed is called the danger-speed of the vehicle and both index-hands show the same speed.

For a turning vehicle, the value:

Vehicle-speed Critical speed is called the relative speed of the vehicle; a motor vehicle moving at a relative speed of 25% means therefore, that the vehicle speed is25/100 (that is of the critical when the latter is turning under speed for a certain steering radius; a relati've speed of 100% means that'a vehicle 1 speed is equal to a critical-speed, dangerl speed is therefore equivalent to 100% relativ'e speed. The turn-over speed is a relative speed usually of more than 100%. .Vhen a vehicle is moving straight, then its relative speed is always 0%. The described increase of the vehicle-speed from low speed to critical speed means always an increase of the relative speed up to 100%, but it means not necessarily an increase of the vehicle-speed; the latter may be kept constant and the steering lover or wheel so turned the critical speed is also lowered, so that the latter may be reached from low speed without increasing the speed of the vehicle; if the steering lever or wheel is kept in a fixed position, then of course the vehicle-speed must be increased in order to reach critical speed from low speed, and vice versa.

it follows from the foregoing that in order to prevent the slipping of the driving wheels on the ground, the maximum drivingpower of the motor-vehicle (turning under normal conditions) might to be reduced when low speed is reached. and when middle speed is reached only half (or less) of said maximum driving-power ought to be kept on the driving wheels, and when critical speed (100% relative speed) is reached, said driving-power. ought to be reduced to nothing (or nearly so) said power reductions may be made gradually or otherwise; for short turns (curves of small steering radii) it is advisable to reduce the driving power directly to nothing when low speed is reached, because it takes only a short time to go through such curves. The reductions of power should be made on other speeds than low speed and middle speed, when the road is banked, or when a heavy wind is acting on one side of the vehicle, in other words, when the vehicle is turning under non-normal conditions, otherwise some slipping of one driving wheel may take place.

The critical speed of the vehicle for a certain steering radius, is the same, whether turning to the right or to the left-hand side, because the steering center and center of gravity have equal distances from the side wheels of the vehicle. The dials of the said curve and danger indicator and speed indicator may have different places on the m0- tor-vehicle near the driver (chauffeur) but it is more convenient for the latter to have both dials combined into one dial (the so called combined dial), so that both indexhands turn on one center and the scale of the speed'indicator is also the scale for the critical speed of the curve and danger indicator, because it simplifies ve y much (for the vehicle driver) the rear 3 of the indicatorarrangement; when the vehicle reaches the that the steering radius is lowered, whereby critical speed (that is, when the vehicle moves at danger-speed), both index hands of the combined dial have the same position, and it is not necessary for the vehicle driver tf:o read ofi any speed-figures to learn such a act.

As long as the critical speed is only indicated by the index-hand of the curve and danger indicator, there is no' danger for the vehicle,-but when that same speed is also indicated (simultaneously) by the indexhand of the speed indicator, then said critical speed indication becomes a danger-speed indication and is more or less dangerous for the turning vehicle.

The invention consists in a distance, speed, curve and danger indicator, which comprises the combination of a differential gear, of a speed-indicator of any design (a balancedspeed-indicator of the centrifugal type being preferred) with a curveand dangerindicator, the arrangement of a combined dialfor the index-hands for the speed, and curveand danger-indicator, a mile-indicator operated in connection with the speedindicator and certain additional novel features of construction which will be fully described hereinafter;

In the accompanying drawings, Figure 1 is a plan-view of a four-wheeled motor vehicle provided with my indicator-arrange, ment, Fig. 1 is a s'ide-view of the handlever, Fig. 2 is a plan-view of a threewheeled motor vehicle with a modified form of indicator, Fig. 3 is a detail horizontal section of the dilferential gear for tran smitting the motion from the steering wheels to the speed indicator and to the mile indicator drawn on'a larger scale, Fig. 4 is a detail top-view drawn on a larger scale of a portion of the curve indicator mechanism, Figs. 5 and 6 are respectively a horizontal section and a vertical longitudinal section of the mile, speed, curve and danger indicator, all arranged within one casing without the difi'erential 'gear,Fig. 7 is a top-view of the combined dial for the arrangement shown in Fig.1, said dial being provided with four scales and two index hands respectively for indicating the vehicle speed, the critical speed, the steering radius, the middle and low speedof the vehicle, and the dangerspeed, Fig. 8 shows a simple form of the combined dial with two scales, Fig. 9 shows a still more simplified form of combined dial with one scale only, Fig. 10 shows a combined dial having five scales, Fig. 11 and 12 are vertical sections showing "a modified construction of the indicator used upon a motor-vehicle without a middle road wheel having the differential gear arranged at the inside of the casing, and'Figs. 13' and 14 are respectively a horizontal. section and a vee tical section of a modified the balanced speed indicator.

, constructiomlofi Similar letters of reference indicate cor responding parts throughout the several drawings.

The motors of the automobiles shown in Figs. 1 and 2 are not shown, theymay be of any approved construction for steam, electric, gasolene or other motive power, the vhand-levers P and P for regulating the power being shown inplan-view at the right hand side of the vehicle and in side view in Fig. 1*, said levers being capable of being placed in different positions. lever is placed in zero-position, as shown in Figs. 1, 1 and 2, there is no power acting on the driving-wheels, but when the lever is placed in position 1, Fig. l, or 5, Fig. 2, the vehicle moves forwardwith one half the full driving power. When said levers are shifted to positions 2 and 6, Figs. 1 and 2 respectively, the full driving power of the motor acts on the driving wheels; by shifting the levers to positions 3 and 7 respectively, the vehicle moves. backward with one half the power; and by shifting the levers to the positions 4 and 8 respectively, the full driving power-of the motors acts to import a backward motion to the driving wheels of the vehicles. It should be noted that the steering device used on the vehicles may be of any design; in Fig. l, a Wheel steering-gear is used, and in Fig. 2, a lever steering-gear.

On the body T of the vehicle shown in Fig. 1, in front of the seat U, is arranged the indicator-casing K which is shown in detail in Figs. 5 and.6. The combined dial S of the speed, curve and danger-indicator and dials M .of the mile-indicator are arranged in the top-part of the saidcasing.

C and C Fig. 1,,indicate the front steering-wheels of the motor-vehicle; C and C are the driving wheels; B is the front-axle which is forked at its ends 0 0 The wheel C steering-knuckle d and lever (l oscillate about the pivot 0 and the wheel C and thesteering-knuckle d oscillate about the pivot c of the? axle B. The, rod al-connects The lever 03 the two knuckles d and (Z is connected. by a rod 6 to a lever 6 as shown in Fig. 1, the latter being connected to the lower end'of the vertical shaft 6 which turns in bearings A A" of the casing A, Figs. 5 and 6, while the gear-segments g and e are connected to the shaft 6 By moving the hand steering-wheel G on the shaft 9, the latter having the bearings A, A and Worm 9 in either direction, the

worm-segment e and lever e oscillate about the shaft 6 so that by means of the rods 6 and 65 and levers d, d and the steering wheels C and G will turn about their pivots-c e res moving vehicleis ste red in the desired direotion. The point B which is midwav beectively, whereby the tweenth-e steering road wheelsC C is the I i steering center ofthe vehicle; the radius of the curve or circle described by this point in a turning and nonskidding vehicle is the steering radius of the latter; when the turning vehicle is skidding the radius described by the steering center B is greater than the corresponding steering radius indicated by the instrument.

The toothed segments, g, g connected with the shaft 6 mesh with gear-wheels Q Q respectively, which are supported on the shaft 19* as shown in Fig. 6. The gearwli'eels 9 oscillate in opposite directions at equal angles, because the radius of the toothedsegment 9 and the radius of the gear wheel g are in the same proportion as the-radius of the toothed segment-g to the radius of the gear wheel 9*.

if, as shown in The lever p is connected with the hollow shaft 72 of the lever 71 and a gear-wheel (f, (which is provided with a pin .1 is mounted on the hollow shaft 32*, the latter moving loosely on the shaft f, as shown in Figs. l, 5 and (i. The wheel 9 is likewise provided with a pin 5"", as shown in Fig. (5 and on a larger scale in Fig. 4. To the crank-pin 7) of the lever 27 is pivoted a connecting rod 0 the end of which is again connected by means of a chain 0 with a cam Figs. 5 and 6, while a spring 11. connecting the cam and the casing tends to turn said cam and the crank-pin p in the direction of the arrow, as shown in Fig. 5. To the hollow shaft of the cam 71, is attached the curve index-hand J 2 of the curve and danger-indicator. WVhen the vehicle moves in a straight line, the pins 1", s assume the positions shown in Fig. l, while the spring a pushes the levers 79 p against said pins and the indexhand J 2 points to zero. By turning the vehicle to the extreme right (shortest turn) the pin 5 moves to positions 8 Fig. 4 and the pin r" to the position W and 1' pushes thereby the lever 22 with the crank pin 7) from the position 29, p to p, p and by means of the connecting rod 0,'chain 0 and the cam 72?, the indexhand J is moved from zero in the direction of the arrows, Fig. makes exactlythe same turn when the vehicle is turned from'a straight course to the extreme left, becausethe pin 8' by moving to position 8 pushes the arm 72 and thereby the lever p and the pin 39, from 79*, p to 72 72, while the pin 1= moves to the position a. The toothed segment 9 is indicated in Fig. 4. by add'tted line. e a

The spring a allows of no play between the steering wheel and the curve index-hand J To any fixed position of the steering wheel G a fixed position-of the curve indexhand J always corresponds and indicates thereby on the onter circle called the first scale) of dial S, Fig. 7, the critical speed of the vehicleg and on the inner circles there of the steering radius of the speed of 7. The index-hand J curve in which I nioncve the non-skidding vehicle moves, the middle speed and low speed of the vehicle.

The gear-wheels a a Fig. 1 connected to the hubs of wheels G, C respectively transmit their rotary motion to the gear wheels 6 b the bearings of said gear wheels being connected to the steeringknuckles d, d respectively; the flexible shaft f is connected at one end to the shaft of gear wheel 6 and at the other end to the hollow shaft of the beveled gear wheel F of diiferential gear D, as shown in Fig. 3. I

The flexible shaft f is connected at one end to the shaft of gear wheel b and at the other end to the shaft of gear wheel F the latter meshing with the gear-wheel F of equal diameter. Gear wheel F is connected to the beveled gear wheel F the four beveled gear wheels F F E", E rotate loosely on the shaft E, E and counter-shaft E E Gear wheels F F are called in the following the two side-wheels of the differential .D and move in the same direction with equal speed when the vehicle is moving in a straight line, but with uneven speed when the vehicle moves in a curve, in the latter case the wheels C C have different speeds). The cross-shaft E E with gearwheels E", E and revolving shaft E is called the middle wheel mechanism or middle wheel of the differential D. It makes the average turns of the side-wheels F F and transmits its motion by means of the flexible shaft f to the revolving shaft h of the balanced speed indicator. It is obvious that the speed of the shaft h is always proportionate to the vehicle speed, that is the the steering center 13 Fig. 1', whether the vehicle moves in a straight line or in a curve to. the right or, to the left because the speed of 13 speeds of the wheel center C and C The shaft 72. of the balanced speed-indicator rotates in bearings A A and is provided with a cross-shaft h around which two sets of bars K K K and K and flyballs 6 i andz' and i oscillate in opposite directions and at equal angles. The halls which are of equal weight are shown as made of cylindrical shape, but it is obvious that they may be of any other shape. On

the shaft h are arranged two main-springs m, m which tend to bring the fiy-balls in proximity to the shaft h by means of the connecting bars k k ,,7c all of equal weights, and sleeves Z, Z on the shaft h. The sleeves Z, Z are provided with ears at diametrically-opposite points for engaging the connecting bars 70 7c, 7a, 70 as shown in Fig. 5. The sleeve Z which is prevented from turning about the shaft h by means of a screw h and a slot in the shaft, is pro vided with an exterior ring-shaped rack, which acts in the" nature of a ring gearwheel and meshes with a gear-wheel n on is the average of the ,the shaft n the latter turnin in bearing A The speed index-hand J which is applied to the upper end of the shaft n above the diah is thereby moved over the dial, its weightbeing balanced in regard to the shaft n The helical spring m is weaker than the spring m so as to act from zero on the dial. The spring m is not called into action from zero up to a certain speed (say three miles per hour) and then for all higher speeds above this speed the spring m actsin conjunction with the spring m. The centrifugal force of the fly-balls. is therefore resisted from zero to say three miles by the spring m, and then for all speeds above three miles per hour by both springs m, m Forvery high speeds, the fly-balls i i assume nearly the position j shown in Fig. 5, while the ends of their connecting bar move up to the position 7' shown in'dotted lines in Fig. 5. The fly-balls and the link-pins thereon are -so arranged as not to interfere with each other even when revolving at very high speed.

On the end of the shaft 71., adjacent to its connection with the flexible shaft f is arranged a gear-wheel 25, which sets the intermediate gear-wheels 6, t t and wormwheel t in motion, the latter moving the set of gear-wheels of the mile-indicator M and theindex-hands for the dials of the' same, thereby indicating the-correct distance traveled by the vehicle, whether the. same goes in a straight or curved line. The mileindicator M is made of any approved construction, the miles being indicated by the index-hands on .the stationary dials M.

The sleeve Z is of sufficient weight so that Z and m balance Z and m in regard to point 72 The center of gravity ofthe fiy-balls i 5* including Z0 k Z, m remains always in the axis of the shaft 71. for all speeds, and such is the case with the center of gravity of 2' 2' k ,'7: Z m; the latter center of gravity balances the former one at all speeds perfectly (or nearly so), in re gard to point h (Fig. 5), and therefore different positions of shaft h and vehicle shocks will not influence the indications of said speed indicator. By the construction herein described, large'fly-balls may be used and the speedindicator be rendered very sensitive to small speed differences, its range of action being considerably increased by the use of the two main-springs m, m The U. S. patent for said balanced speed-indi cator was issued Feb. 27, 1912, No. 1,018,504.

The outermost circle, the first scale of the combined dial, Fig. 7, indicates the vehiclespeed from zero to 80 miles per hour by the speed index-hand J, and at the same time the critical speed of th\ .ehicle from fifteen miles to 80 miles by the curve index-hand J for which purpose the cam 91. (Fig. 5) must be properly shaped. The next interlor circles the second, the third and the fourth they have the same position on the combined dial, that is to say, when the vehicle speed reaches the critical speed of the vehicle. When the vehicle is started forward 'in' a straight line, both index-hands J J are in a zero position. As the speed of the vehicle increases, the speed index hand J moves accordingly and indicates at, any moment the speed of the vehicle, but the curve indexhand J 2 remains in its zero position as long as the vehicle is moving in a straight line. As soon asthe steering wheel G is turned so that the vehicle turns in a certain direction, say a curve of 410 feet'radius, then the curve index-hand J 2 moves from zero to in the direction of the arrow shown in Fig. 7, thereby indicating the'steering radius of 410 feet, a critical speed of 80 miles, amiddle speed of 70 miles and a low speed of 57 miles, provided the vehicle turns under normal conditions, in other words the vehicle speed could be raised on level ground upto the critical speed of 80 miles'bef'ore the vehicle would be turned over, the indexhand J would move up to 80 and assume the same position as the curve index-hand J, said hands showing thereby dangerspeed, and then the critical speed of the vehicle would be reached by the v'r'ehicle, speed; said danger speedwould also in this" case be the turn-over speed bf the vehicle; but as there is nearly always more or less skidding, which increases the curve radius, the turn-over speed would be higher than 80 miles; on account of the irregularity of the skidding, however, it would be more or less dangerous to increase the vehiclespeecl O"6I 80 miles while curve hand shows- 410 feet, or to decrease the steering. radius below 410 feet, while the speed hand indicates 80 miles vehicle-speed. Whenthelatter is reduced to say 26 miles per hour and the vehicle is turning under non-normal conditions to the right or left so that the index-hand J shows a steering radius of say 79 feet, a critical speed of 35 mile's 'a middle speed of 30.4 miles and a lowspeed' of 24.5 miles, then the curve made bythe ehicle would have a radius-of 79 feet or more and there would be no danger Whatever of the vehicle being turned over, because the relative speed of the-vehicle is I only but as the vehicle-speed of-26 miles is higher than the low speed'of 24.5, it would be advisable to have the power-lever P, if it to the full power the other hand, if 20% vehicle speed), miles speed oven speed should stand at the full power mark 2, Fig. 1, shifted to the position 1 (which is the one-half power-mark) or to a place between 1 and 2, as otherwise some slipping of the inside power-wheel will take place. When the vehicle-speed is. reduced to 24 miles, which is'below the low speed of 24.5 miles, then thepow'er-lever may be shifted mark 2; but when the vehicle speed (J being still at 35) is increased to 32.5 which is more than the middle speed of 30.4, then the power-lever P should-be shifted 'to zero or to-a point between zero and 1;.the relative speed is now 32.5 p 1-00 -9s% v if the vehicle skidding, road banking, etc, should amount to 5%, that is if the turnin this case should be 105% relative speed then the relative vehicle-speed 9 3% could be still further increased by 12% (or the vehicle-speed could be raised from 32.5 milesto 36.7 5 miles) before the vehicle would be turned over; but if under the same conditions the road would-be-banked 20% on the inside of. the curve, which would lower the turnover speed about 10%, from 105% to 95% relative speed, then 32.5 miles vehicle speed (93% relative speed) would be a very dangerous speed for the vehicle, as it would be close to turn-overspeed." On road banking should be on the outside of the curve, the turnover speed would be increased,from 105% to 115% relative speed (about 10 miles so that 32.5 miles and even of the vehicle would be quite safe. In the foregoing, and also in the following, it is assumed that the radius of the vertical road curve (the latter is obtained by a vertical section in the road direction) in which the vehicle is moving is one mile or more, in which case its influence on the curve and danger-indicator is very small.

Instead of lncreasing the vehicle speed (vehicle moving in a curve of a fixed steerin'g radius),to low speed, middle speed and (shown by the curve index-- critical speed hand J Fig. 7), the vehicle speed may be kept constant (say for instance 35 miles),

and the steering radius decreased, first to 156 feet, then -to 105 feet, and at last to 7 9 feet; 35 miles vehicle speed is the low speed of the curve having a steering radius of 156 feet, the middle speed of the 105 feet curve, and the critical speed of the 7 9 feet curve, asshown in the 4th, 3rd and 2nd scale of Fig. 7 156 feet steering radius may therefore be regarded as the low steering radius or the low radius of the 35 miles vehicle speed; 105 feet steering radius may be regarded as the middle steering radius or the middle I8.dl11S 0f the 35 miles vehicle speed, and

the 79 feet steering radius may be regarded as the critical steering radius or the critical radius of said 35 miles vehicle speed; therefore, (vehicle moving at a speed of 35 miles), when the curve hand J Fig. 7, comes to the 156 feet curve (the low radius of 35 miles vehicle speed), the vehicle moves at low speed, (or the latter is reached by the vehicle speed), 105 feet curve (the middle radius of the 35 miles vehicle speed). the vehicle moves at middle speed, and when at last J 2 comes to the 7 9 feet curve (the critical radius of said and when J 2 comes to the 1 35 miles vehicle speed), the vehicle moves at critical speed, and J 1 and J (having the same position on the combined dial), show danger speed.

In order to simplify the scale arrangement of the combined dial S, the scales for the middle and low speeds may be omitted, as shown in Fig. 8, in which the indexhands, however, are not shown. Here two scales only are used, the scale for the vehicle-speeds (which scale is, above thirteen miles, also thescale for the-critical speeds), and the scale for .the'low radii. This scale for the low radii is also omitted in the combincd dial shown in Fig. 9. in which only one scale is used, on which the speed indexhand J indicates'the vehicle speed and-the other index-hand J above 10 miles, the critical speed. Fig. 9 shows the simplest form.

of combined dial arrangement before described. The di-al shown in Fig. 10 shows five scales, four of them corresponding to those shown in Fig. 7, and an additional scale called the speed error scale. The latter, however, is only used when no differential gear is employed for the speed indicator in a motor vehicle without a middle road wheel, andin which the-speed indicator receives its motion'from one side 1 road wheel only. For straight lines, the curve hand stands at O and the indications of the mile and speed indicators are correct, but not for curves. Theyare either too small or too large when turning one or the other way. The difference is called speed error, it being positive or negative, and .is shown in percentage upon the innermost scale (the fifth scale of the combined dial) bv the curved index'hand. This speed error is to be added to or subtracted from the corresponding speed speed. Exactly the same correction must be made on the distance indication shown by the mile or distance indicator, in order'to get the correct distance traveled by the vehicle,

when the latter moves manytimes around a shown by the speed hand in order to obtain the correct vehicle 1 curve or circle always in the same directiOn. The indications of'the curve index-hand on a the four outer scales, Fig. 10, are always correct, and have the samemeaning asin the,

dial shown in Fig." 7."The speedferrorscale can also be used with the dials shown error) subtracted from 36.1.leaves 35 in Figs. 7, 8" and 9, when no differential 1 small oscillations with the steering-lever or gear isused for the speed indicator ina motor vehicle without a middle-road wheel.

Inthis case the critical speed isreached when the speed hand stands somewhat before orbehind the curve-hand, and not as before, when both hands have the same position; for v instance, when the curve-hand shows 35 miles critical speed and the speed indicator'receiving its motion from the left.

hand'vehicle wheel, then the critical speed is reached when the speed hand shows 36.1 miles (the vehicle turning to the right say 7 O feet steering radius), because 3.1% (speed miles; when-turning to the left and the speedhand shows 3 3.9' miles, the critical speed of 35 miles is reached also because 33.9+3.1% of 33.9:35 miles; therefore, the Fig. 10 erg ran'geinent "shows no danger speed when speed hand shows 17 miles, (vehicle turning to 'tlie left, the curve-hand showing critical"sp eed) the real vehicle'lspee'd is 3.1% more, that is about 17.5 miles, and therefore low s'peedis reached.

If a four-wheeled motor-vehicle without a differential gear is provided with such an indicator arrangement, and having a combined dial Fig. 10, (speed-indicator receiving its-motion from the left-hand side roadwheel), wouldmove in a small circle of 23 feet radius to the right, its speed and distance indications would be 10% too high, and 10% too low when goingin the opposite direction, a 'total difference. of 20%, (said difference of'course decreases as the radius of the curve increases), its combined dial would notshow danger speed; but if said four-wheeled vehicle'is provided with a differentialgear as above described, or an equivalent arrangement, it would show danger speed, and speed and distance indications would bealways correct (that means the same), when going in one or the other direction through a curve of a certain radius and length in the same time.

The curve hands of the combined dials shown in .Figs'. 7 and 10 move whenever the steering lever or wheel is moved. The lever p (Fig. 4) with crank pin 19 makes the full swing from 10*, p to 29*, 7), but in the curve-hand movement for Figs. 8 and 9, a fixed pin R prevents the crank. pin p from making the full swing from p to 12 as it can only swing from p to 72",, and consequently the curve-hand is at rest for very large curve radii. In Fig. 8, the curve-hand stops at 70 and does not show cu tures, over 409 feet radius. In Fig. 9 the curve-hand stops at itdoes notshow any critical speed above 50 miles. A motor veh icle moving in a straightv line will usually have .a-tendency to skid slightly to the right) or left; in order to keep the vehicle in its straight course, the vehicle driver must make rable.

a strong one, it is nearly wheel near its zero (Fig. 4) are therefore nearly continually contacting with the levers p and p and these parts will wear off more or less quickly; if the fixed pin R is used friction;

is obviated in a great degree and'so the pins 7" and 8 and levers 72 72 will be more du- Forlow speed automobiles, pin R, Fig. 4 should be used because in this case high critical speeds need not be shown by the curve index-hand, but for high speedvehicles the pin R may be dispensed with.

The speed-indicator of the arrangement with combined dial, Fig. 9, has only one mainspring of middle strength, and as a result the scale-divisions are large in the middle-portion and very small for very low and.- very high vehicle speeds and it is difiicult to read a part of these speeds. Ifa

weak main spring is used alone, the fly-balls move up quickly and nearly reach their extreme positions by even moderate speed; the scaldivisions are large for low speeds, small for 'middle speeds, and very small for speeds" it; being. nearly impossible to read o'if the latter; if the 'onemain spring is impossible to read ofithelow speeds, but if a weak main spring is combined withone or more stronger ones these scale-divisions become -more uniform and low and high speed may be read with facility. In other words, the range of action of the speed indicator is considerably increased. Figs. 7, 8 and 10 illustrate this clearly. The balanced speed indicators for the combined dials shown in Figs. 7 and 8, are provided with the two main-springs (a weak one and a strong one) before described. The speed indicator for the combined dial shown in Fig. 10 is provided with three main springs, one-spring, a weak one, acting when the speed is below say three miles, one, a strongerone acting from three to eight miles in conjunction with the first named spring-and above eight miles all three of the springs act in conjunction.

.In a three-wheeled vehicle, such as is shown in 2, the speed, curve and danger-indicator with its combined dial S is placed-on the vehicle-body T in front of the seat U C", C indicates the'driving wheels. The hand steering lever Gr operates shaft lever 9 rod 9 and lever (i and turns the steering wheel C around the steering center '6 The oscillations of the shaft 9 cause the curve index-hand to move over the dial S in thesame way as in the arrangement before described. The gear-wheel a on the hub. of the steering-wheel C rotates the pinion b and by means of the flexible shaft 7 the speed indicator shaft which is located in the casing A". No mile indicator is shown in this case but the combined dial S has two index-hands like the dial S in l1 and 12. In this case the whole indicator bearing L wheel G (the middle road-wheelof the L L is connected to the bevel gear wheel cal main-springs m 5. loosely on the shaft :0 having bearings 11 ,11

shaft 00, as

' tially shown) in either direction, the motor Fig. 1. Usuallyno difierential gear D is] required for the speed indicator of a motor vehicle with a middle road wheel. The

three-wheeled motor-vehicle Fig. 2), always transmits correct speed to the speed indicator when the vehicle is moving in either straight lines or in curves tothe right or to the left. The power-lever P is set for middie and low speeds in the same way as the lever P in Fig. 1. The combined dial S has four scales like Fig. 7 but it may have only 2 scales as shown in Fig. 8, or only one scale as shown in Fig. 9.

A modified construction of the mile, speed, curve and danger indicator is shown in Figs.

arrangement including the differential gear for the speed indicator, is arranged inside the same casing L. Shaft 71 with bearings D but the gear D with its hollow shaft rotates loosely on the shaft h the two flexible shafts i f receiving motion from the gear wheels on the hubs of the steering wheels andtra-nsmitting it to the side wheels D D respectively of-the difierential gear, thence to the middle-wheel D ofsaid differential gear, then through the hollow shaft h to ring it and to the two fly balls 6 i which oscillate around the cross-shaft h and shift the sleeve h, pressing the two helim which are located one within the other, the inner spring m (the weaker one) acting for low speeds while for higher speeds both act together as hereinbefore described. The lever H which is. pivoted to the stationary pivot H receives its motion from sleeve k and roller H and moves the toothed segment H which en gages with pinion n on the shaft n so as to set the speed index-hand JQas shown in Fig.12. The weight H on the fulcrumed lever H serves to balance the fly-balls iii in regard to point 72. of shaft 7L3, and therefore, vehicle shocks and different positions of the shaft 72. have no influence on the indications ofthe index-hand J The bevelgear wheel wand the steering lever G are connected to shaft 9 which rotates in a and the lower end of said shaft is connected to the steering knuckles in the usual way. The gear wheel meshes with the two bevel gear wheels vand w, which rotate said gearsbeing provided with pine 12 and w" respectively; lever .11 (having crank pin and the levers 42 w are connected to clearly shown in Fig. 12. By shifting the steering lever G ("only parvehicle is steered, the oscillations of wheel u being transmitted to the pins I)", to", which extreme left, the pin to this, the cam 11. The gear y connected to rlng it, moves gear and 11, 73 oscillate around the shaft h", 71/

- dicator oscillate always in opposite directions. The

spring a connecting the casing and the hollow shaft of cam n tends to move the crank pin m by means of a rod 00 and chain L66 in the direction ofthe arrow, Fig. 11. When the vehicle I moves in a straight line, the curve index-hand J connected to the hollow shaft of cam '11. has the position 0 upon combined dial S The two levers '0 'w are in contact with the pins 42, to, and the crank pin 00 is in position 00. vehicle is steered to the extreme right, the pin 11 pushes the lever '0 pin 00 from at to a, and when steered to the pushes lever w and thereby m from w to m, and by means of m 00 and n, the curve hand J from 0 position to the shortest turn position. The dial S is arranged as shownjn Fig. 7, or Fig. 8, or

Fig. 9; the curve hand J indicates the critical speeds of the vehicle on the same scale, 'on which speed hand J 5 indicates the vehicle speed, and in order to accomplish must be properly shaped.

y and shaft g and the latter moves the wheels of the mile or distance indicator M, which indicates the distance traveled by the vehicle. If the vehicle is a three wheeled motor vehicle having a middle road wheel, then the differential (D, D D is omitted and shaft k receives its movement only from one flexible shaft f, which is connected to the middle road wheel.

Figs. 13 and 14 show a modification of the balanced speed-indicatorwith one main spring only. Revolving shaft 72. (having the bearings K K is moved by flexible shaft P, which is connected at its other end. to the middle wheel of a differential gear, like that shown in Figs. 1 and 3, or to one When the and thereby crankvehicle wheel only, as shown in Fig. 2. '1

Cross shaft h", h, is connected to revolving shaft 72?, and the two pairs of fly-balls i i in opposite directions and at equal angles. The main spring m which resists the centrifugal force of the fly-balls moves the ring gearwheel l", which, by intermeshing with the pinion a on the shaft n operates the speed-indicator hand J and moves the same over the dial S? 'The two balls i i are larger than balls 77, i, so that they balance not only the weights '17, Zin regard to point h of shaft h, but also the helical spring m and the-ring-gear-wheel Z and the pivot links k is.

As a speed-indicator for the complete in-. arrangement, I prefer a balanced one, as described and shown above; but any other construction may be used. Instead of differential D (for the speed-indicator, shown in Fig; 3 in a larger scale), its equivalent may be used.-

The'mile or distance indicator, which may be of any design, always gets its movement from the middle wheel of said differential gear or from the revolving shaft of the speed-indicator.

lhe curve index-hand of the curve and danger-indicator always receives its movement from the steering-lever or wheel, either in one of the ways shown in-the drawings, or in an other equivalent way.

, It-folows from the foregoing, that the speed and distance indicator of a motor-vehicle having no middle road-wheel (for instance a four-wheeled motor-vehicle), must be provided with a differential gear, in order to show always correct speed and distance (that means to show the same speed and the same distance), when the vehicle is goingthrough a curve of a certain radius and length, in one or the opposite direction in the same time.

' While the complete indicator arrangement, having four scales on the combined dial, may be used on any horseless vehicle of three or more road wheels, the modified indicator arrangement, having only two (or one) scales on the combined dial (middle speed and low speed being omitted), may be used on any vehicle of three ormore wheels, whether the vehicle is moved by a motor or by horse power.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

1." In an indicator arrangement of the character described, the combination of a speed vindex-hand movable relatively to the speed of the vehicle, a second or curve 1nden-hand pivotally movable on the same axisas the speed index-hand and movable relatively to the curve in which the nonskidding vehicle is moving, means for shiftingthe speed index-hand, and means for shifting the curve index-hand.

2. In an indicator arrangement of the character described the combination, with the road wheels and steering device of a motor vehicle, of a speed index-hand, and a curve index hand pii otally movable on the same axis, means operatively connected with the, rod-wheels and the speed index-hand for causing the speed index-hand to shift to indicate the speed of the vehicle, and means operatively connected with the steering device and the curve index-hand for causing said curve index-hand to shift to indicate the position of the steering device.

3. In anindicator arrangement of the character described the combination, with the road-wheels and the steering device of a motor-vehicle, of a dial having a scale, a speed index-hand and a curve index-hand movable over said scale, means operatively connected with the road-wheels and the speed index-hand for causing said speed-index-hand to shift to indicate the vehicle speed on said scale, and means operatively connected with the curve index-hand and the steering-device for causing said curve index-hand to shift over said scale to indicate the critical speed of the vehicle for each position of the steering device.

4. In an indicator arrangement of the character described the combination, with the road-wheels and the steering device of a motor-vehicle, of a dial having a scale, a speed index-hand and a curve index-hand movable over said scale, means operatively character described the combination, with the road-wheels and the steering device of a motor-vehicle, of a dial having a scale, a speed index-hand and a curve index-hand movable over said scale, means operatively connected with the road-wheels and the speed index-hand for causing said speed index-hand to shift to indicate the vehicle speed on said scale, and means operatively connected with the curve index-hand and the steering-device for causing said curve index-hand to shift over said scale to indicate the critical speed of the vehicle for each position of the steering device, said dial being provided with three additional scales indicating the steering radius of the curve in which the non-skidding vehicle moves, the middle speed and the low speed for the vehicle when steered in a curve, for each position of the steering device and curve index-hand.

a 6. In an indicator arrangement of the character described the combination, with the road wheels and steering device'of a motor-vehicle of, a speed indicator of the centrifugal type for indicating the correctspeed of the vehicle and having a combined dial provided with a scale, a speed indexhand movable over said scale, and means operated from said road wheels for shifting said speed index-hand; a curve indexhand also movable over Said scale, and means connecting the curve index-hand with the steering device for causing said indexhand to shift to indicate on said scale the critical speed of said vehicle for each position of the steering device, whereby whenboth hands have the same position on Said combined dial, they show danger speed and the vehicle is moving at critical speed.

'7. In a speed-indicator arrangement for .E a motor-vehicle without a middle roadwheel, the combination with the road-wheels of the vehicle, of a difierential gear, and a speed-indicator having a dial with a scale and an index-hand moving over said scale, the two side-wheels of the difi'erential gear receiving by some means motion, one from the right-hand road-wheel and the other from the 1eft-hand road-wheel of the vehicle, While the middle wheel of said difl'erential .gear transmits by some means motion to the speed-indicator, and thereby causing saidindeX-hand to shift to indicate on the scale of said dial always the correct speed of the vehicle, whether it moves in a straight line or in a curve to the right or to the left hand side.

8. In an indicator arrangement of the character described, the combination with the road-wheels and steering device of a motor-vehicle having no middle road-wheel, of a diflerential gear, a curve and danger lndlcator, and a speed-indicator of the centrifugal type,,the latter two having a combined dial with four scales and a speed index-hand and a curve index-hand moving over said dial, the two side-wheels of the differential gear receiving by some means motion, one atrom the right-hand road-wheel and the other from the left-hand road-wheel of the vehicle, while the middle wheel of r.

said diiierential gear transmits by some means motion to the speed indicator, and thereby causing said speed index-hand to shift to indicate always the correct vehicle speed on the first scale of the combined dial, whether the vehicle moves in a straight line or in a curve to the right or to the left, means connecting the steering device with the curve index-hand for causing the latter to shift to indicate on said first scale-of the combined dial the critical speed of the ve hicle for each position of the steering device, and on the three other scales of said dial the steering radius of the curve in Which the non-skidding vehicle moves the mlddle speed i I.

and the low speed of the vehicle, when the latter issteered 1n a curve, whereby when the two index-hands of the combined dial have the same position on it, they show danger speed andthe vehicle is moving at critical speed.

In testimony, that I claim the foregoing as my invention, I have signed my name m presence oftwo subscribing witnesses.

MATHIAS J. KLEIN. Witnesses:

PAUL GoErnL, HENRY J. SUHRBIER. 

